Car-brake



(No Model.) 2 SheetsSheet 1. H. M. GLINES.

UAR BRAKE.

No. 368,382. Patented May 24, 1887'.

(No Model.) 2 SheetE-Sheet 2. H. M. GLINES.

GAR BRAKE.

No. 363,882. Patented May 24, 1887.

N. PETEns PhoirrLiflwgmpher. Washington. 0. c.

rarns "arnn'r CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 363,382, dated May 24,1887.

Application filed May 8, 1886. Serial No. 201,622. (No m del.)

To aZZ whom, it may concern:

Be it known that I, HUMPHREY M. GLINES, of Boston, in the county ofSufiolk and State of Massachusetts, have invented a new and usefulImprovement in Brakes for Railway Trucks, of which the following, takenin connection with the accompanying drawings, is a specification.

My invention consists of an'apparatus for braking-that is, applyingbrakes-to check the speed of railway-car trucks of all kinds, whetherpropelled by steam, horse, or other power, in which device I employ andutilize the momentum power of the moving car by means of thesaidapparatus to apply and hold the brake-shoes against the face of thetruckwheels, instead of using hand-power, which is and has been the moreusual way, my method being to affix to the circumference of therevolving axle to which the truck-wheels are attached a serpentinescrew, and attached to a shaft, which said shaft is placed at aconvenient angle from the said axle, is a cog-wheel, the cogs of whichmay play in the serpentine screw referred to. The revolution of the axleand serpentine screw thus imparts a slow rotary motion to the cog'wheel,amounting to turning one or more cogs to each revolution of the axle andcausing like revolution of the shaft. I construct the wheel now withtwenty cogs, which number may, however, be varied to any morepracticable and desirable number. To the said shaft is attached a chain,which chain is also attached at its other end to the rod of the levergoverning the brakebeam. The revolutions of the said cog-wheel, whichtransmits its motion by its frictional attachment to the shaft uponwhich it is placed,

take up the chain by coiling it around the shaft, thus operating thelevers controlling the brake-beam and applying the brake-shoes to thewheels of the truck. I have this shaft so arranged that when I desire torelease the brake I may by a lever or such system of levers as may bestbe adapted to the construction of any particular car to which myinvention may be applied easily raise it until the cogs of the wheel arenot longer embraced by the serpentine screw, and I may again apply thepower by releasing my lever and allowing the cog-wheel to fall, andagain by its own gravity connect with the serpentine screw,

where it is held by a selfloeking toggle-joint,

which can only be unlocked when the liftinglever is again applied to therevolving shaft.

The revolving shaft before referred to, the

function of which is to take up the chain controlling the brakelever,receives its motion from the cog-wheel; but lest the momentum of arapidly-moving train should be so suddenly checked by entirely stoppingthe revolution of thetruck-wheels, and consequent pos sible injury tothe tires of wheels and track that might ensue from the car sliding uponthe rails, I, instead of rigidly affixing the cogwheel to the shaft,place it loosely thereon be-, tween two collars, one of which collars isrigidly affixed to said shaft, and the other so atfixed as to prevent arotary motion thereon, but capable, however, of longitudinal motion, andby means of a powerful spring, the ten, sion of which may be regulatedby a nut or nuts, I cause the collars to hug the cog-wheel between them,holding it between them by friction, and by careful adjustment of thisspring I am enabled to apply any desired amount of friction of-thebrake'shoes upon the truck wheels, less than enough to entirely stoptheir revolution, which, when accomplished, will equalize the frictionof collars upon the cog wheel, causing the same to slip upon shaftwithout revolving it or extending further frictional power to thebrakes.

I aim to construct my invention with such balance-weights as may benecessary to make tion of my invention and the construction I' havethought most preferable, I refer to the two sheets of drawingsaccompanying and forming part of this specification.

In said drawings, Figure 1 shows a general perspective view of myinvention and its attachment to the truck in the manner I have taken upby being wound around shaft G,

drawing with it the brake-rod E, thus working the lever M and effectingthe application of brake to wheels in manner apparent from drawings,although I do not confine the application of my invention tobrake-beams,levers, and shoes of the construction described, but reserve my means ofapplying the momentum power as embodied in my invention to any system ofmechanism forming a frictional brake; neither do I claim as my inventionherein described the brake-beam Q, connection N, shoe'O, lever M,suspensory rods Z, or connecting-rods IV, but have chosen for presentpurposes to apply my invention to this construction of brakes, and haveshown the same in my drawings, that the action and effect for thepurposes set forth of w my invention maybe plainly understood. 7

. Fig. 4 shows'sectional view of shaft G, with arrangement thereon ofthe loose cog-wheel K and binding-collars on either side, thetensionspring H, whose function it is to cause the collars tofrictionally grip and hold the cogwheels and nuts at G, used to regulatethe tension of spring II and the bearing R of shaft G in arm B.

Fig. 5 is a perspective view, partially showing the construction andcombination of shoes 0, brake-beam Q, leversN and E, to which I havepreferred to attach my invention to form a perfect and complete brake.

To operate my invention, I have for the purposes of this specificationshown a lifting-button, T, so arranged as to catch and hold in theposition shown in Fig. 1; butwhen pressed inwardly to unlock and fall tothe position of T in Fig. 3 to the inner side piece, with hook U,connecting with arm-lever A, to which, at its other arm, is attached rodB, connecting with the second arm-lever, 0, from which, by rod S, isapplied the lifting-power, by which the shaft G and its appendages areraised. I, however, do not claim or confine myself to this particularcombination of lovers, rods, lifting-button, 860., in operating myinvention; but any arrangement that is best adapted to the'constructionof the car upon which my invention is used may be chosen.

I have considered that a hand-lever on the platforms of passenger-carsand the same on the top of freight-cars to be desirable, while thedevice in this specification described might be most practical onhorse-cars. The rod B (shown in Fig. 1) might be extended, also as shownby dotted lines, and by a practicable coupling connected to similarbrakes on other cars in the train, so that all brakes might be appliedor taken off simultaneously by one person and one applicationof power tothe rod B and its connections.

By referring to Fig. 2 it will be seen that what I shall term the rearend of shaft G is set in a bearing in an arm firmly bolted to frame oftruck, while the other end is attached to the strong arm R and itsextreme end 1nserted in the lower end of lever D. By referring to Fig. 3it is shown that this lever D is so constructed that when released andshaft G dropped to apply the brake it strikes a pmstop in D afterpassing the center, thus looking the shaft G down, so that the liftingforce of screw L cannot lift the cog-wheel K out of place.

In Fig. 3 the brake is shown as applied, the dotted lines at variousplaces showing the positions that the various parts take in Figs. 1 and2 when the brake is off. Dropping button T releases lever A fromposition shown by a, causing rod B to recede from posltlon shown by band lever O to change from posishaft G down until cogs of wheel K playin I screw L, which, by revolving on truck-axle, gives a worm-power,revolving wheel K and shaft G, thus windingthe chain F, drawing the rodE and workinglevers M and N and applying brakes, as shown in Fig. 4;also, transmitting power to brake-bar at other end of truck by rod W,the revolutions of shaft G continuing until the friction of the shoes 0upon surface of car wheel shall exceed the frictional clutch-holdingwheel K, when the wheel K will slip upon shaft G without revolving thesame, the frictional clutch of collars holding wheel K being regulatedby nuts at G, Fig. 4. tension of the spring II by a gravity attachmentfrom bed of car, causing it to adjust as the car may be more or lessheavily loaded.

I therefore claim as my invention- I 1. The serpentine screw L on therevolving axle of a car-wheel, in combination with cogwheel K,friction-collars, spring H, nuts and screws G, and shaft G. p y

2. Lever D and plate D, with pin-stop, in combination with shaftG,'wheel K, screw and rod E, applied to and in combination with africtional brake for railway-trucks, all substantially as and for thepurposes above set forth and described.

In testimony whereof I have signed my name to this specification, in thepresence of two subscribing witnesses, on this 3d day of May,-

Witn esses W. HAYNES, H. DUNHAM.

I also contemplate regulating the 95 ing its center to stop-pin on D,dropping

